Suzuki Recursion turbo concept W/Video

Ahead of the Tokyo Motor expo, Suzuki have shared with us one of the concepts expected to make an appearance. Named the Recursion, this Suzuki features a turbo-charged parallel twin engine with a capacity of 588cc.

Power is expected to be around 100hp at 8000 rpm and torque figures are suggested to be 100nm which is impressive given the output.

Ridden: Suzuki GSX-R750 2011

Evolution has once again made the new Suzuki GSX-R750 a bike that is in a class of its own. The 750 is interesting in that it shares the best of both worlds, taking the handling qualities of a 600 and mixing them with the raw power of a 1000cc superbike.

In essence one struggles to think why all manufacturers do not produce 750’s? Perhaps it’s because Suzuki’s 750 is just too good?

Changes from the 2010 model include revised bodywork that is lighter and more aerodynamic. A new stacked headlight design which is lighter and looks better. A new frame that has reduced the wheelbase by 15mm, and an overall weight saving of 8kg’s. This is a tremendous amount on a bike which was light to start off with.

Along with the revised look and feel, the engine has also been revised and now offers more low down power, which results in the 750 revving up quicker. As well as a power increase, the fuel efficiency has also been increased by 10%. So where does the evolution stop?

The previous generation 750 was an excellent bike, but the 2011 model definitely possesses that edge that the previous one didn’t making this an awesome track weapon and an awesome Sunday morning machine. Suzuki is also the first Japanese manufacturer to offer Brembo monoblock front calipers. Teamed up with the fully adjustable Showa forks the handling and stopping power of the new 750 is incredible. Your face melts against the inside of your visor as you squeeze the lever and you struggle to catch your breath as your lungs are liquidated from the G-force.

Power is quoted at 148 bhp@13 200 rpm on a bike with a wet weight of 190Kg’s. That is a mouth watering power to weight ratio indeed. How did Suzuki manage to lose 8Kg’s? Well for example, the ECU was moved closer to the engine to reduce the amount of wiring needed. Yes, some serious thought went into this new model. Soon Suzuki will only sell you a bike if the customer goes on a diet.

From an ergonomics point of view, the new Suzi is excellent. The footpegs are adjustable to suit all types and the riding position is perfectly suited to enable to rider to get the best out of the machine. The gearbox remains the same as the previous year’s model and the changes are slick and quick. There are also 2 power mode selections available to the rider; A and B which you select from the left bar. Mode A enhances responsiveness and allows maximum performance.

The torque limiting clutch and electronically adjustable steering damper are additions that enhance the Suzuki at the limit. Through hard braking the clutch keeps the bike straight and true to enable the rider to enter the corner perfectly. The Showa Big piston front forks enable riders to use the full track and run onto the rumble strips whilst still remaining in full control.

The 2011 750 is an awesome bike incorporating the best of both from the superbike world. The fact that this machine is more efficient, green, faster, lighter, better looking,  and adjustable for all types makes it worth every cent of its R127 000 asking price. It’s currently available in two color schemes, the traditional Suzuki Blue and white as well as black and dark red.

It also comes with a 2 year warranty and Suzuki roadside assistance supported by the AA.

If you are in the market for an excellent handling high performance machine then look no further.

Pros:

Evolutionary changes make it quicker

Lighter

More efficient

Better looking

More aggressive

Cons:

Use of carbon fibre look-a-like material

Make Model	Suzuki GSX-R 750
Year	2011
Engine	Liquid cooled four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.
Capacity	749
Bore x Stroke	70 x 48.7 m
Compression Ratio	12.5 :1
Induction	Fuel injection
Ignition  /  Starting	Electronic ignition (Transistorized)   /  electric
Max Power
Max Torque
Transmission  /  Drive	6 Speed  /  chain
Frame
Front Suspension	Inverted, telescopic, coil spring, oil damped
Rear Suspension	Link type, coil spring, oil damped
Front Brakes	2x 310mm discs
Rear Brakes	Single disc
Front Tyre	120/70 ZR17
Rear Tyre	180/55 ZR17
Seat Height	810 mm  /  31.9 in
Wet-Weight	190 kg  /  419 lb
Fuel Capacity	17 Litres  /  4.5 gal

Ridden: Suzuki GSX-R 750 2010

When I collected the GSX-R 750 from Suzuki I promised I wouldn’t rack up too much mileage on this brand new model, however I must admit it has been extremely hard for me to keep my grubby hands off of this superb bike.

I climbed aboard the 750, engaged the clutch, kicked up the stand, flicked on the ignition switch and the excellent instrument display fired up in an array of colours. I hit the start button and the 4 cylinder 16 valve 750cc motor hummed into life.

Suzuki GSX-R750 Lean Angle

As I let the motor warm, I engaged mode C from the thumb operated mode switch on my right and proceeded into the streets of the city, where I soon decided that mode C had to be replaced with mode B. This changes the fuel mapping and gives you more power.

As the astonishingly smooth and refined motor climbed past 6000 RPM I decided that mode B should be replaced with mode A, obviously further changing the fuel mapping giving you 110KW’s of power! All of a sudden, what seemed like a civilized sports commuter erupted into a screaming racer and propelled me forth into oblivion leaving everything behind me in 1956.

Suzuki GSX-R750 Lean Angle

What was once a smooth and quiet exhaust turned into a howling demon as the speed climbed dramatically. In fact the speed increased with the vigor and determination of a 50. Cal bullet. I soon found myself many many Kilometers from home. I tried to pry my hands off the handlebars but a primeval instinct took over. Eventually I had to engage mode C to save petrol and make it home before hurricane ‘face ripper’ arrived.

Once I arrived home in the pouring rain (again), I phoned an old mate of mine who used to make fake ID’s when I was in school, and asked him if he could get me some fake passports as I planned to escape to another country with my new found love. However after that planned failed I came to the realization that I would have to buy a GSX-R 750 myself.

Suzuki GSX-R750 Lean Angle

This superbly balanced bike incorporates the best of both worlds. 600 sport bikes handle well and are manageable whereas the bone crunching power of 1000’s makes life scary. With the 750 you are able to have the poise and balance of a 600 with almost the full fat power from the litre class. This is the ultimate track weapon, a refined smooth, poised and elegant race machine possessing the power to shift you into the next galaxy.

I enjoyed experiencing the various mode settings for different riding styles and I love the instrument cluster which shows which gear is engaged. Something which I find is very necessary. The GSX-R 750 also features titanium valves and varied fuel injection compared to the K6 which allows for meaty mid range power. However below 6000rpm this Gixxer is very tame.

Ride characteristics have changed slightly from the K6 as there is more flex in the chassis, the wheels are slightly lighter, decreasing unsprung weight, the wheelbase is 5mm shorter and the overall suspension setup is on the soft side, but do not be mistaken, this bike handles flawlessly and provides the rider with much feel. My only criticism is that the foot pegs are placed slightly high up for riders with longer legs, however I am 196cm’s tall so it might just be me.

Suzuki GSX-R750 Crank Motoring

This very smooth and well engineered bike comes in fantastic colour schemes and it is very easy to see why it is one of the best sport bikes on the market. If I had the cash I would certainly have one. Even though hurricane face ripper rears its ugly head every time I put my leathers on.

I would like to say thank you to Suzuki S.A. for this opportunity to ride this fantastic bike.

The price of the new GSX-R 750 is R118 000. Worth every penny!

Here are the features and specifications:

Engine Features:

32 bit ECM features 1024 kilobytes of ROM for maximum engine performance working in conjuction with the new S-DMS engine management system

Aluminum clutch cover and oil pan feature internal ribs for increased rigidity and reduced engine noise

Compact 4-stroke, 4-cylinder, liquid-cooled engine designed for optimum combustion efficiency and maximum power delivery

Crankshaft and transmission shafts are positioned to create a compact engine design and the engine itself is rotated slightly forward in the chassis allowing for straighter and shorter intake and exhaust ports

Crankshaft features forged steel construction and a secondary balancer shaft for reduced vibration at high rpm.

Cylinder head with narrow valve angles creating a compact combustion chamber design, 12.5:1 compression ratio, large intake and exhaust ports for optimum intake and exhaust efficiency and new Iridium spark plugs

Electronic fuel injection system features Suzuki Dual Throttle Valve (SDTV) system – with dual fuel injectors per cylinder and new compact 8 hole, fine spray injectors for improved fuel atomization.

High capacity large trapezoidal-shaped radiator provide efficient engine cooling – includes compact cooling fan assembly designed for improved air flow

High volume Suzuki Advanced Exhaust System (SAES) with an innovative under engine chamber leading to a large volume muffler with a distinctly shaped triangular silencer

Hydraulic cam chain tensioner automatically adjusts while reducing noise and mechanical losses.

Ignition coil outer diameter is smaller for reduced weight and the starter motor uses new rare earth magnets for a compact lightweight design

Lightweight forged aluminum alloy pistons with short skirts, cut away sides and an anti-friction surface finish along with shotpeened chrome-moly steel connecting rods for improved strength

Lightweight titanium valves with steel alloy springs and aluminum spring retainers operated by thin-wall hollow camshafts to reduce weight and inertia

S-DMS engine management system allows the rider to choose from three engine settings to match riding conditions with a handlebar mounted switch

SRAD ( Suzuki Ram Air Direct) force feeds cool, pressurized air into the airbox at highway speeds, improving engine efficiency and throttle response

Suzuki Idle Speed Control (ISC) system for improved cold starting, consistent idle quality and reduced emissions

Under deceleration the back torque limiting clutch reduces pressure on the clutch plates for smoother downshifting and corner entry

Make Model	Suzuki GSX-R 750
Year	2010
Engine	Liquid cooled four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.
Capacity	749
Bore x Stroke	70 x 48.7 mm
Compression Ratio	12.5;1
Induction	Fuel Injection 42mm
Ignition  /  Starting	Digital transistorized  /  electric
Max Power	148 hp 110.3 KW @ 13200 rpm
Max Torque	86.3 lb-ft 8.8 kg-m @ 11200 rpm
Transmission  /  Drive	6 Speed  /  chain
Frame	Twin-spar aluminum alloy
Front Suspension	Inverted telescopic, coil spring, spring pre-load fully adjustable, rebound and compression damping force fully adjustable
Rear Suspension	Link type, oil damped, coil spring, spring pre-load fully adjustable, rebound and compression damping force fully adjustable
Front Brakes	2x 320mm disc 4 piston calipers
Rear Brakes	Single 220mm disc 1 piston caliper
Front Tyre	120/70 ZR17
Rear Tyre	180/55 ZR17
Seat Height	810 mm
Dry-Weight  /  Wet Weight	163 kg  /  198 kg
Fuel Capacity	17 Litres

Ridden: Suzuki DR-Z400SM

The Suzuki DR-Z400SM is a single cylinder 400cc motard. It was derived from Suzuki’s DR-Z400S which is a dual purpose bike however Suzuki invested effort into their motard to make it appealing to the motard man. They didn’t just take the 400S and make cosmetic changes, instead they gave the SM 17 inch rims with sticky rubber, a motard styled front mud guard, a larger front brake and adjustable inverted Showa forks at the front teamed up with the swingarm derived from the RM250 racer.

This gives Suzuki’s production motard a unique feel and makes it a very appealing bike to ride. Although this is not a purebred motard racer, it still features the characteristics of racing motards as well as the road legal requirements such as lights, indicators and a horn.

Suzuki was one of the first major Japanese motorcycle companies to introduce a motard to their product line and it has opened the door for further interest in the Motard segment. It is an affordable bike that offers practicality, and efficiency. Not only is it easy to ride but it is also compact and light making it very easy to maneuver in and out of traffic. It is an absolute dream to throw around in the congested urban jungle and one often feels sorry for everyone stuck in their tin boxes while the SM blasts past.

The liquid cooled 398cc DOHC single cylinder engine is fed by a single Mikuni carburetor with a compression ratio of 11.3:1 giving it a max power output of 29.2 KW’s or 40HP. This allows for rapid acceleration and a top speed of 145km/h. The power delivery in the 400SM is very well suited to town riding as there is a steady delivery of torque throughout the rev range but thanks to the taller final gear highway commuting is also made easier.

The close ratio 5 speed box is also very easy to operate and gear changes are smooth and slick. This close ratio set up allows for the rider to take advantage of maximum power output almost from pull off thanks to the short first gear. The clutch is also vey easy to use even though it is cable operated.

An amazing characteristic of the 400SM is its smoothness considering this is a large single cylinder motor. The engine idles and revs up with minimal shake which helps to sustain rider comfort and makes low down acceleration much more usable. Something that is hard to find in large capacity single cylinders. This adds to the bikes charm as an everyday commuter. Also because the bike has a carburetor instead of fuel injection and a cable clutch instead of hydraulic, production costs are kept down, making it very affordable when compared to other more sophisticated Motards. But don’t think that this detracts from the experience because the difference is hardly noticed between the average rider.

The styling of the 400SM is unmistakably motard, with renthal tapered aluminum handlebars and black 17 inch wheels with a 140 section rear tyre and shortened front fenders. The shocks also have lots of travel and they are able to soak up heavily rutted and damaged road. The riding position is also very comfortable however the narrow seat starts affecting the rear end after about 30km’s. The digital dash layout features an odometer, speedometer, and twin trip meters with timing clocks. However it would be nice to include a rev counter as well for the more conservative rider.

All these features give the 400SM the ability to split the traffic with ease whilst also blast through tight corners. What would usually be a dreary trip to the office turns into a mixture of adrenalin and excitement. It is very easy to flick through right and left sweeps and speed bumps and curbs are no longer obstacles. Although I feel the 400SM could do with a bit more HP, this motor has been around for a number of years now and thus aftermarket add-ons and plentiful.

All together though the 400SM is a very user friendly bike that offers excitement and everyday practicality, teamed with aggressive motard styling this bike appeals to the commuter who wants to have fun on the way to work whilst avoiding traffic and high fuel bills. It accommodates for the enthusiastic rider while also appealing to the everyday commuter, something that is hard to achieve for an affordable price.

Make Model	Suzuki DR-Z 400SM
Year	2009
Engine	Liquid cooled, four stroke, single cylinder, DOHC, 4 valve per cylinder.
Capacity	398
Bore x Stroke	90 x 62.6 mm.
Compression Ratio	11.3:1
Induction	Mikuni BSR36
Ignition  /  Starting	Digital CDI  /  electric
Max Power	40 hp 29.2 kW @ 8500 rpm
Transmission  /  Drive	5 Speed  /  chain
Front Suspension	Inverted telescopic, oil-damped, adjustable compression and rebound damping
Rear Suspension	Link-type, fully-adjustable spring preload, adjustable compression and rebound damping
Front Brakes	Single 250mm disc 2 piston caliper
Rear Brakes	Single 220mm disc 1 piston caliper
Front Tyre	120/70-17
Rear Tyre	140/70-17
Dry-Weight	137 kg
Fuel Capacity	10 Litres
Consumption  average	18.2 km/lit
Standing ¼ Mile	15.0 sec
Top Speed	145. km/h